Antislipping starting device for steam locomotives



Feb. 9,1926. 1,572,171

H. H. WESTINGHOUSE ANTISLIPPING STARTING DEVICE FOR STEAM LOCOMOTIVES Filed July 18. 1922 3 Sheets-Sheet 1 Wm! e o/aw esvmmm wakmgfhvw Feb. 9 1926.

. H. H. WESTINGHOUSE ANTISLIPPING STARTING DEVICE FOR STEAM-LOCOMOTIVES 3 Sheets-Sheet 2 Filed July 13, 1922 m w, WWW M Ma H. H. WESTINGHOUSE ANTISLIPPING STARTING DEVICE FOR STEAM LOCOMOTIVES- Filed July 18, 1922 3 Sheets-Sheet 3 INI- 3 |NVENTOR HENRY HERMAN WESTINGHOUSE ATTORNEY Patented Feb. 9, 1926.

UNITED. STATES HENRY HERMAN WESTINGHOUSE, OF NEW YORK, N. Y.

ANTISLIPPING STARTING- DEVICE FOR STEAM LOCOMOTIVES.

Application filed July 18, 1922. Serial No. 575,912. I

To all whom it may concern:

Be it known that I, HENRY H. WESTING- noUsE, a citizen of the United States, and a resident of New York, in the county and State of New York, have invented a certain new and useful Antislipping Starting Device for Steam Locomotives, of which the following is a specification.

' This invention relates to an anti-slipping starting device for steam locomotives. It is well known that difficulty is experienced in putting heavv trains in motion under certain conditions of grades, curvature of track, and other causes tending to increase resistance to starting, and it often becomes necessary to resort to the expedient of taking slack to enable the locomotive to attain sufficient headway to overcome this heavy resistance, resulting, however, in the production of destructive strains and shocks in the equipment 'and great discomfort to passengers. This objectionable practice "is resorted to because of the inability of the locomotive to otherwise effectively exert suflicient tractive power to start the train. If no preliminary free motion is available when the locomotive is required to overcome more than the average resistance to starting, the application of the full steam pressure to the driving wheels causes excessive slippage, which greatly reduces the adhesion between the wheel and the rail, and proportionately the tractive effort of the locomotive. In order to obtain the full tractive power of the locomotive, it is necessary to maintain maximum adhesion between the driving wheels and the rails, by limiting the permissible rate of slippage of the driving wheels upon the rails to a degree that does not seriously reduce adhesion. A slow rate of slippage does not materially decrease adhesion, and in fact under some conditions may increase it. The main object of my invention, therefore, is to maintain the maximum tractive elfort' of the locomotive by positively preventing such a rate of rotation of the driving wheels as will impair or materially reduce adhesion .between the driving wheels and the rails.

Various forms of mechanism and driving connections may be devised for accomplishng these results within the scope of my invention, which is not limited to any specific construction, but contemplates the use of a suitable restraining or governing transmission mechanism, preferably connected to a main driving axle of the locomotive for preventing such rate of rotation or acceleration as would destroy adhesion, and cause material slippage, but permitting a movement of the drivers under which the tractive. adhesion will'be maintained.

According to another feature of my invention, a suitable auxiliary actuator may be connected to the restraining transmission mechamsm for operating the same at asuitable speed, thereby governing and determining the speed at which the drivers may, revolve under the power of the main engine.

According to another feature of my improvement,'suitable means are provided for connecting and disconnecting the restrainlng mechanism, that is for throwing the same into and out of operation, as desired. As it may not be desirable to permit the throwin in of said mechanism when the locomotive is running, means are provided for preventing such action, and this comprises a' further feature of the invention. Means are also provided for automatically disconnecting the restraining mechanism when a certain speed ofthe engine is attained. 4

A suitable form of transmission mechanism having the desired characteristics of restraining and governing the rate of rotation of the drivers, is a worm driving gear, and I have illustrated my inventionwith this type of construction in the accompany ing drawings, in which Figure 1 is a vertical section of one form of apparatus embodying my improvement, and applied to an axle of a locomotive; Fig. 2, a view of the same, partly in plan and partly in horizontal section, on the line 22 of Fig. 1; Fig. 3, a diagrammatic view, in elevation, showing the same applied to a locomotive; Fig. 4, a side elevation of the worm and gear wheel; Fig. 5,- a horizontal section of the auxiliary its shaft, 11, provided with a worm, 12,

meshing with gear wheel, 13, mounted on an axle, 14, which may preferably be one of the driving axles of the locomotive. The

- motor and gearing may be enclosed within a *-casing, 15, rotatably supported upon the axle, and adapted to contain oil for the lubrication of gearing. For holding the casing in its upright position, and yieldingly balancing the same upon the axle, I have shown, in Fig. 3, a lever, 16, pivotally attached at one end to said casing, and

mounted on a fixed fulcrum, 17, secured to some portion of the locomotive. A spring,

18, acts upon the other short end of the lever, 16, to balance the overhung weight of thecasing upon the axle. The fixed fulcrum 17 being secured to a portion of the locomotive, it will be evident that the axle carrying the auxiliary driving mechanism is relieved of part of the weight of said mechanism, which is thus distributed to the other driving wheels.

The auxiliary actuator is preferably mounted upon hollow trunnions within the casing, 15, and the supply of steam or other.

iluid for operating the motor may be admitted through the one trunnion and discharged through the other. The actuator is provided with an extension frame, 19, having bearings for the motor shaft, 11, carrying the worm, 12, and the latt ris normally held out of engagement wit the gear, 13, by means of a spring, 20, which acts'to swing the actuator upon its trunnions sufii ciently to throw the worm out of engagement; For the' purpose of throwing the worm into engagement when it is desired to operate the auxiliary actuator to assist in starting, a fluid pressure actuated device may be employed comprising a piston, 21, operating a cam or lever, 22, adapted to bear upon the frame, 19, and force theworm, 12, into engagement with the wheel, 13, thereby swinging the actuator .upon its trunnions, and compressing the spring, 20. A spring, 23, is employed for releasing the cam lever, '22, when the fluid under pressure is released from the piston, 21, whereupon the spring, 20, turns the actuator frame upon its pivots and throws the worm out of engagement. The worm shaft, 11, may" be provided with a small rotary pump, 24, forforcing oil through a passage, 25, to lubricate the worm. 12.

In order to relieve the shocks upon the gear wheel, 13, when the worm is thrown into engagement, the wheel may be of the resilient type, that is, formed with the rim portion, 13, as a separate part, and mounted upon a wneel with a capacity of a limited relative movement, a spring, 26, being located between opposing'lugs upon the rim and upon the wheel for permitting a limited 3 yielding movement between these parts. For the purpose of facilitating the assembly of the gear wheel and easing upon the axle, without the necessity of removing a drivingwheel of the locomotive, the gear wheel may be divided transversely and also diametrically, each portion being adapted to bec amped upon the axle, as indicatedin Fi 2, and the casing may also be divided bot horizontally and vertically, the arts having suitable flanges and adapted to e bolted together as indicated.

The supply pipe, 28, for furnishing a supply of steam to operate the auxiliary actuator may be connected to the boiler at any suitable point, but preferably leads from the main engine supply between the throttle valve. and the engine, so that steam may be supplied to the auxiliary actuator at the same time that it is being supplied to the main engine. The supply through the pipe, 28, is controlled by afluid pressure operated valve, 33, having pipe connection, 31, with a manually operated valve, 32, in the locomotive cab, the valve, 33, bein normally closed by a spring when the uid is exhausted from the pipe, 31. The pipe, 31, also connects with the cylinder of the piston,

21, for throwing the worm gear into enga ement. A volumetric "reservoir, 37, may a so communicate with the pipe, 31, for furnishingan additional volume of air under pressure to act u on the devices, 21 and 33, and compensate or slight leakage which, may

occur when the auxiliary actuator is operating. y

The auxiliary actuator may be provided with a governor device, 27, havingan operating connection, 29 and 30', with a pres sure relief valve, 34, and adapted, when a certain speed of the actuator is attained, to open the valve,34, and release the pressure from the devices, 21 and 33, whereby the auxiliary actuator will be automatically thrown out of operation,

The eugmemans operating valve, 32, is preferably of the self closing type, so that after a full sup 1y of fluid, such as compressed air, has een admitted to the volumetric reservoir andactuating cylinders of the piston, 21, and valve, 33. it will be automatically returned to closed position.

As it may be import-ant to prevent any attempt to throw the worm into engagement with the worm gear wheel after the wheel has started to move, 1 have indicated means for preventing this, comprising a. .go\'ernor mechanism .36, operated by the rotation of I the gear wheel, 13, or axle, 14, and having 31,.so that said valve shall be closed whenever the gear wheel is moving, but open at other times. In this way, it will be impossible for the en ineman to operate his valve, 32, to supply air to the piston, 21, to throw the worm into engagement with the worm wheel when the latter is turning.

When it is desired to put the locomotive inmotion, the valve, 32, will be opened to charge the volumetric reservoir, 37, and actuate devices, 21 and 33; to throw the worm open supply pipe, 28. Then when the main throttle is opened to supply steam to .the steam engines, steam will also flow to the auxiliary actuator, causing rotation of the driving wheels at a rate of speed determined by the speed of the auxiliary actuator. This rate. will not exceed that requiredto maintain maximum tractive power of the 1600- motive. Any tendency of the drivers to attain slipping speed, due to excess of power applied aby the main engine. will be restrained by the resistance of the worm wheel and the actuator. When the locomotive has attained the desired predetermined speed, the governor device 27, will open re- -lease valve, 34, thereby efi'ectively closing supply valve, 33, and throwing the worm out of operative engagement with the worm wheel. The auxlliary actuator may therefore be automatically thrown out of operation, or, at any time, by a manually-operated release valve such as 38, if desired.

Having now describedmy invention, what I claim as new and desire to secure by Letters Patent is:

1. In a locomotive starting device, the combination with the main engine, drivers, and positive driving connections fromthe engine to said drivers, of a positive restrainmg mechanism operatively associated with the drivers and wholly carried by and movable with the locomotive, and acting to prevent such a rate of rotation of the same relative to the speed of the locomotive as to cause material slippage of the drivers.

2. In a locomotive starting device, the combination with the main engine, drivers, and positive driving connections from the engine to said drivers, of a positive restraining mechanism operatively associated with the drivers and carried in its entirety by the locomotive, and acting to prevent such a -rate of rotation of the same relative to the speed of the locomotive as to cause material slippage of the drivers, and means for connecting and disconnecting said mechanism.

3. In a locomotive starting device, the combination with the main engine, drivers, and positive driving connections from the engineto said drivers, of a worm gear mechanism operatively, associated with the drivers, and acting to prevent such a rate of rotation of the same as to cause material slippage of the-driver's.

4. In a locomotive starting device, the combination with the main engine, drivers, and positive driving connections from the engine to said drivers, of a worm and gear mechanism. operatively associated with the drivers, and means for throwing said worm into and outofengagement with the gear.

5. In a. locomotive starting device, the combination with the main engine, drivers,

, and positive driving connections from the into engagement with the worm wheel and engine to said drivers, of a worm and gear mechanism operatively associated with the 3 drivers, and :a' fluid pressure operated device for throwing, said worm,into engagement with the gear. i v

6. In a locomotive starter, the combination with the main engine, driving wheels, and positive driving connections from the engine to said-drivers, of-an auxiliary motor, a. worm driven by said motor, wheel having a driving connection with an axle, and means for throwingthe worm into and out of engagementwith said. gear.

7. In a locomotive starter, the combination of an auxiliary starting motor mounted on trunnions and having a shaft, a worm on said shaft, a gear wheel havinga'driving connection with an axle, and means for swinging said motor to throw the worm into and out of engagement with said gear.

8. In a locomotive starter, the combination with the main engine, driving wheels, and positive driving connections from the engine to said drivers, of an auxiliary motor, a worm gear mechanism operatively associated with the drivers and operated by said motor for assisting in starting the locomotive, and a casing enclosing said motor and gear mechanism and containing oil for the engine to said wheels, and an axle on a gear which said wheels are mounted, of a gear fixed to said axle, a casing enclosing said gear and rotatably supported on said axle. an auxiliary motor mounted in said casing at one side of the axle and having a connection fordriving the gear. and a balanc- 'inglever pivotally connected to said. casing.

11. In ajlocom'otive starter, the-combination with the maln engine, driving wheels,

engine to said drivers,

and positive driving connections from the engine to said drivers, of an auxiliary motor, a gear mechanism operated thereby and connected with said drivers for controlling thestarting of the locomotive, a fluid pressure operated device for throwing said mechanism into and out of gear, a fluid pressure operated valve for controlling a of fluid to said motor, and a man-' pressure operated valve for controlling a to said motor, a manually supply of fluid for supplying fluid to said operated valve pressure operated devices, and a speed gov- 1 engine to erning actuated valve for automatically releasing fluid from said devices.

13..I n a locomotive starter, the combina tion with the main engine, drivin wheels, and positive driving connections Irom'the said drivers, of an auxiliary motor, a gear mechanism operated thereby and connected with said drivers for controlling the starting of the locomotive, a fluid pressure operated device for throwing said mechanism into and out of gear, a fluid pressure o erateirvalve for controlling a supply of fluid to said motor, a volumetric reservoir connected to said fluid pressure operated devices, and a manually operated valve for supplyin fluid thereto.

- 14. In a locomotive starter, the combination with the main engine, driving wheels, and positive driving connections from the engine to said drivers, of an auxiliary mo-o tor, a gear mechanism operated thereby and connected with said drivers for controlling the starting of the locomotive, a fluid pressure operated device for throwing said mechanism into gear, a supply valve therefor. and a valve means operated automatically by the movement of the vehicle for closing communication from said supply valve to said fluid pressure device.

15. In a locomotive starting device, the combination with a main engine, driving wheels, and driving connections from the engineto said wheels, of a restraining mechanism operatively associated with said driving'wheels and wholly carried by the locomotive for positively opposing the driving power of the main engine against a tendency of the wheels to suddenly accelerate in speed.

16. In a locomotive starting device, the combination with a main engine, driving wheels, and driving connections from the engine to said wheels, of a restraining mechanism operativel connected to the driving wheels and entirely contained on the locomotive for positively preventing a sudden increase in the rate -of rotation of said wheels.

17. In a locomotive starting device, the

combination with a main engine, driving wheels, and driving connections from the engine to said wheels, of means associated with said driving wheels and operatin independently of the road bed for positive y preventing a sudden acceleration in the speed of said wheels.

18. In a locomotive starting device, the combination with a main engine, driving wheels, and driving connections from the engineto said wheels, of a restraining mechanism operatively connected to said driving wheels and carried by the locomotive in its entirety for positively preventing a sudden increase in the rate of rotation ofsaid wheels and adapted to permit a gradual increase in the rate of rotation.

19. In a locomotive starting device, the combination with a main engine, driving wheels, and driving connections from the engine to said wheels, of mechanism connectedto said driving wheels and entirely contained on the locomotive and inherently capable of positively preventing rotation of said wheels by the main engine and means for operating said mechanism to permit rotation of said wheels.

20. In a locomotive starting device, the combination with a main engine, driving wheels, and driving connections from the engine to said wheels, of a restraining mechanism carried wholly by the locomotive and acting to positively prevent a sudden increase in the rate of rotation of said driving wheels, and means operable to operatively disconnect said mechanism from the driving wheels.

21. In a locomotive starting device, the combination with a main engine, driving wheels, and driving connections from the engine to said wheels, ofa restraining mechanism carried wholly by the locomotive for positively preventing a sudden increase in the rate of rotation of said driving wheels, and means for operatively connecting said mechanism to and disconnecting said mechanism from said driving wheels.

22. In a locomotive starting device, the

combination with a niain engine, driving.

wheels, and driving connections from the engine to said wheels, of an irreversible worm gear mechanism associated with said driving wheels, and an auxiliary motor for driving said mechanism.

23. In a locomotive starting device, the combination with a main engine. driving wheels, and driving connections from the engine to said wheels, of an irreversible worm gear mechanism having the gear rotatuble with the driving wheels, and an auxiliary motor for rotating the worm.

24. In a locomotive starting device, the combination with a main engine, driving wheels, and driving connections from the with said gear,

such that the ing the worm.

the pitch of the worm being worm cannot be rotated by the gear, and an auxiliary motor for rotatmum HERIAN wssr'menousp. 

